DE10235665A1 - Regulating the operation of an internal combustion engine, involves determining a revolution rate signal and transforming it into an angular frequency range using a Hartley transformation - Google Patents

Abstract

The method involves a regulating device (2) sampling signals (3), frequency analysis (5) in a following device and cylinder classification (7) in a further device, determining a revolution rate signal and transforming it into an angular frequency range using a Hartley transformation. Smooth engine running regulation is carried out by detecting and regulating rough running. Independent claims are also included for the following: (a) a device for regulating the operation of an internal combustion engine (b) and an internal combustion engine in a motor vehicle with an inventive regulating device.

Description

The invention relates to a control method to control the operation of an internal combustion engine and a Device for regulating the operating mode of an internal combustion engine of a motor vehicle using the method mentioned.

The invention relates in particular a method for the detection and control of uneven running in a Internal combustion engine. Such a method executing control device, the is typically present in modern motor vehicles, for example also as engine smoothness control (ESC)) known. Such engine synchronous control systems are widely known so that the structure and functioning of the different, Known engine synchronization control systems is not discussed in more detail below.

Due to the inevitable presence of Manufacturing tolerances of the injection system and the occurrence Different amounts of fuel are metered into the cylinders from aging effects. Even minor ones Differences in the amounts of fuel supplied to the cylinders lead to Torque changes, the cause of unwanted Vibrations, for example from mirrors, handlebars and the like could be. A particularly undesirable one Such vibrations have an influence on the internal combustion engine of the Motor vehicle as it is common here to motor shakers can come with the dimensioning of the motor design considered Need to become, since they may negatively affect the life of the engine. In addition, through the dispersion of the injection quantity mentioned has an unfavorable influence on noise, service life and emissions of the internal combustion engine. This unwanted influences understandably it applies to avoid.

Reflect the torque changes mentioned for example in the current crankshaft speed or in the current crankshaft acceleration again. These can be measured and in the engine control unit be evaluated.

The present is based on this The invention is therefore based on the object, the torque changes or avoid torque variations with more uniform or at least reduce as much as possible.

According to the invention, this object is achieved by a Method with the features of claim 1, a control device with the features of claim 19 and an internal combustion engine solved with the features of claim 23.

• – Ein Regelungsverfahren zur Regelung der Betriebsweise einer Brennkraftmaschine bei dem eine Regelungseinrichtung eine Einrichtung zur Signalabtastung, eine nachgeschaltet angeordnete Einrichtung zur Frequenzanalyse sowie eine nachgeschaltet angeordnete Einrichtung zur Zylinderklassifikation aufweist, bei dem zunächst ein Drehzahlsignal ermittelt wird und anschließend das Drehzahlsignal in einen Winkel-Frequenzbereich transformiert wird, wobei die Transformation mittels einer Hartley-Transformation erfolgt (Patentanspruch 1).
• – Eine Vorrichtung zur Regelung der Betriebsweise einer Brennkraftmaschine eines Kraftfahrzeuges mit einer Einrichtung zur Signalabtastung, mit einer der Ein richtung zur Signalabtastung nachgeschaltet angeordneten Einrichtung zur Frequenzanalyse und mit einer der Einrichtung zur Frequenzanalyse nachgeschaltet angeordneten Einrichtung zur Zylinderklassifikation (Patentanspruch 14).
• – Eine Brennkraftmaschine in einem Kraftfahrzeug mit mindestens einem Zylinder und mit mindestens einer Motorsteuerung, wobei zumindest eine Motorsteuerung eine Vorrichtung zur Regelung der Betriebsweise einer Brennkraftmaschine eines Kraftfahrzeuges (Patentanspruch 23).

Accordingly, it is provided:

• - A control method for controlling the operating mode of an internal combustion engine in which a control device has a device for signal scanning, a downstream device for frequency analysis and a downstream device for cylinder classification, in which a speed signal is first determined and then the speed signal is transformed into an angular frequency range is, wherein the transformation takes place by means of a Hartley transformation (claim 1).
• - A device for controlling the operation of an internal combustion engine of a motor vehicle with a device for signal scanning, with a device arranged downstream for signal scanning for frequency analysis device and with a device for frequency analysis arranged downstream device for cylinder classification (claim 14).
• - An internal combustion engine in a motor vehicle with at least one cylinder and with at least one engine control, at least one engine control being a device for regulating the operating mode of an internal combustion engine of a motor vehicle (claim 23).

The method according to the invention is able to the uneven running based on a determined speed signal detect and this by suitable adjustment of the injection quantities to reduce. This adjustment is carried out according to the invention a control system that detects which cylinder or cylinders needs to be adjusted. The control system advantageously provides also an information ready, in addition to the qualitative information also quantitative information about the extent of Adjustment there, that is which cylinder has to be adjusted how much.

For this purpose, the speed signal in transformed an angular frequency range. The spectral components obtained in this way are also called orders. The transformation takes place advantageously using the Hartley transformation. Because the adjustment of individual cylinders in particular has an impact on the low-frequency spectral components mainly form these low-frequency spectral components reduce uneven running. To the It is therefore a good idea to regulate uneven running to zero to regulate the low-frequency spectral components to zero. To this A purpose is assigned to the internal combustion engine, which controller the disruptive Spectral components in the entire operating range drastically reduced and thus the vibration behavior of the entire drive train clearly improved.

The invention further relates to a Misfire detection method in an internal combustion engine. Such a device is general also known as Misfire Detection.

The invention further relates to a Process for the detection and control of the given average torque or the average power in an internal combustion engine.

Advantageous configurations and Further developments of the inventive concept are under the further subclaims Reference to the drawing and the description can be removed.

The invention is described below of the embodiments shown in the figures. It shows:

1 the block diagram of a control device according to the invention for an internal combustion engine, on the basis of which the inventive method is shown;

2 a detailed block diagram illustrating the block of cylinder classification.

Same or functionally identical elements are in all figures - provided nothing else is specified - with have been provided with the same reference numerals.

1 shows the block diagram of a control device according to the invention for an internal combustion engine, on the basis of which the inventive method is shown.

In 1 is with reference numerals 1 a self-igniting internal combustion engine in a motor vehicle and with reference numerals 2 the control device according to the invention for controlling the cylinder adjustment of the internal combustion engine is shown.

The control device 2 has a device for signal sampling 3 which detects a rotation of the crankshaft and generates a signal derived therefrom. This typically digital signal is sent to a device arranged downstream 4 supplied starting from that of the device for signal sampling 3 supplied signal forms an arithmetic mean. This information is subsequently used by a device for frequency analysis 5 supplied, which carries out a spectral analysis. This spectral analysis is then carried out in a correction device 6 , which makes a correction of the frequency components, processed further. The data or information obtained in this way is used in a facility described in more detail below 7 a cylinder classification was made. At the exit of the facility 7 a classification signal can be tapped, which is connected to a downstream controller 8th is feedable. The regulator 8th generates a control signal, which can be coupled into the internal combustion engine, so that the cylinders can be optimally adapted to the given conditions according to the requirements.

In 1 became facilities 4 . 6 shown. However, it should be pointed out that one or both of these elements can also be dispensed with without the operation of the control device according to the invention being appreciably impaired.

The present invention is furthermore not restricted to self-igniting internal combustion engines, but can in principle also be used with internal combustion engines of any kind 1 can be used advantageously.

2 shows a detailed block diagram to illustrate the device 7 for cylinder classification. The facility 7 contains a means for reference phase generation in a first segment 71 , the means for reference phase calibration 72 and reference phase selection 73 are subordinate. In a second segment is a facility 74 provided in which, for example, evaluation criteria are determined or calculated, which can be accessed later. Based on this, in a downstream unit 75 the main cause and / or the secondary cause of a disturbance or a deviation. Additionally or alternatively, a possible adjustment for regulating the fault or the deviation can already be derived. In the downstream unit 76 the qualitative and, if necessary, also the quantitative adjustment measures are determined.

The operation of the present invention is described below with reference to 1 and 2 explained in more detail:
The method according to the invention is primarily based on the evaluation of the engine speed. For this purpose, for example, a sensor wheel with preferably equidistant angle markings is attached to the crankshaft. The times between the individual markings of the rotating sensor wheel are recorded by a sensor, for example an inductive or an optical sensor. The signal detected in this way is then converted into speeds in a program-controlled unit, for example a microcontroller, microprocessor or the like. This program-controlled unit can be part of the control device according to the invention 2 be or be included in the engine control. Conversely, the control device according to the invention can also 2 Be part of the engine control.

It is therefore in equidistant angularly Samples of the crankshaft speed. The number of angle marks are doing so big choose, that the sampling theorem can be adhered to.

If a quasi-stationary operating state is present, the arithmetic is formed on the basis of at least two successive speed segments with a length of 720 ° of the crankshaft table mean. The speed segments of length 720 ° of the crankshaft are also referred to as working cycles. The formation of the arithmetic mean serves to eliminate cyclical fluctuations that arise when the combustion is uneven. The arithmetic averaging could additionally or alternatively also be carried out in the angular frequency range. For this purpose, the frequency transformation mentioned must be applied to each individual work cycle that can be evaluated. In a further education could on the institution 4 for arithmetic averaging can also be dispensed with, although the invention has better functionality with an arithmetic averaging device. The facility 4 for arithmetic averaging could also be at another point in the control device 2 be arranged.

In the subsequent step the average speed signal (period duration 720 ° of the crankshaft) subjected to a spectral analysis. According to the invention, a discrete is used for the transformation Hartley transformation (DHT). The DHT transformation mentioned, which comes from image processing, in contrast to the usual offers used and in digital signal processing and communications technology widespread Fourier transform the special advantage, calculated by only real operations to be able to. The speed signal is broken down into individual angular frequencies, too Regulations called, which separate the assessment of uneven running serve. The vibrations have a frequency that is lower than double the engine speed. Because the adjustment of individual Cylinders especially the amplitudes of low frequency vibrations the amplitudes of a 4-cylinder engine 0.5th and 1st order represent actual values for uneven running Orders, hereinafter referred to as relevant orders, can be ordered from the injection are influenced and indicate vibrations with the frequency of half and the simple engine speed. These are significantly reduced by the method according to the invention. The value zero represents the target value for the amplitudes of the 0.5th and the 1st order. From the applied to the speed signal Spectral transformation can complex numerical values are derived, which are magnitude (or amplitude) and phase for the respective orders are converted.

At this point it should be mentioned that in the case of a 6-cylinder engine additionally the 1.5th order, in the case of an 8-cylinder engine additionally the 1.5th and to take the 2nd order into account would.

Since the calculated complex numerical values or Amplitude and Phase values due to the occurrence of typically occurring parasitic Effects (encoder wheel errors, mass moments, etc.) are generally falsified, these are provided with the aid of an advantageously provided, so-called Drag correction eliminated. For this purpose, in stationary towing, this means in the operating state without an injection, measurements such as the current crankshaft speed performed. The subsequent application the Hartley transformation provides speed-dependent correction values for the vibrations the 0.5th and 1st order. These correction values are stored in the control unit.

On this facility 6 it is also possible to dispense with the correction of the frequency components, although the control device according to the invention 2 has better functionality with this device. In addition, this correction device could 6 also make a correction other than the drag correction.

Determining the misaligned cylinders is based on speed and load-dependent reference phases, which for the relevant orders are stored in the control unit. In connection to the determination of the reference phases, which are carried out on the engine test bench or can be done while driving, these are also a drag correction subjected. In addition, leaves result from the combination of the relevant orders of the reference phases derive a calibration factor.

Make the corrected engine orders the basis for the next Process steps represent. Exceed the amplitudes of the vibrations of the 0.5th and 1st order unite predetermined threshold and is a quasi-steady state before, the control is activated.

The measured phases of the 0.5th and 1st order are assigned to reference phases. The reference phase the 0.5th order, which is closest to the measurement phase, is called the primary phase, the associated Cylinder as the primary cylinder. The reference phase of the 0.5th order, which is the second closest to the measurement phase, is called the secondary phase and the associated Cylinder as a secondary cylinder designated.

By means of the reference phases assigned to the measurement phases and the measured amplitudes and phases are taken into account the evaluation of the respective load and speed situation, based on which the cylinders to be adjusted and their required Direction of adjustment can be determined. In the present case, four Evaluation criteria determined, which are subsequently referred to as PK1 value, PK2 value, PK3 value, AK value be designated.

Using the primary phase, the reference phase of the 1st order and a calibration factor, a so-called PK1 value is calculated, which is compared with a predefined threshold. Likewise, a so-called PK2 value is calculated from the primary phase, the secondary phase, the measurement amplitude and the measurement phase of the 0.5th order, which is combined with a further predetermined one Threshold is compared. Depending on whether the thresholds mentioned are exceeded, the logic values "HIGH" and "LOW" are assigned to the PK1 and PK2 values. PK2 can optionally also be determined from the measurement phase and the primary phase, ie from the distance between the two phases.

Another criterion is the so-called AK value needed. The load and speed-dependent ratio of the measurement amplitudes is used to determine the AK value the 0.5th and 1st order compared with a threshold. The comparison with another threshold value provides the logical one Value "HIGH" or "LOW" for the AK value. additionally or alternatively, a so-called PK3 value, which can be determined using the primary phase, one complementary to it primary phase (= Phase of the primary cylinder not adjacent cylinders), the measurement amplitude and the measurement phase is determined to be compared with another threshold, from which for the PK3 value the logical value "HIGH" or "LOW" results.

In a further process step become the cylinder to be adjusted and, if necessary, also determines the required direction of adjustment.

The PK1 value is used for determination the decisive misaligned cylinders, for example the main cause of the misalignment, and its direction of adjustment. For example, is PK1 = "HIGH", the main cause is the adjustment of the cylinders belonging to the primary phase. moreover if the identified cylinder is too rich, i. H. the cylinder one too big Amount of fuel supplied. In this case, the injection quantity of this cylinder should be reduced become.

The values PK1 and PK2 are linked with the AK value - optional also the PK3 value - leave that Second largest cylinder on the adjustment (= secondary cause) and its direction of adjustment detect.

The contribution of the secondary causer is typically determined relative to the main cause.

The relative contribution of the secondary cause can be determine in an analytical manner. Alternatively, the secondary cause be hidden. In this case, typically only a single cylinder, namely the main cause, misplaced.

The measured relevant orders are advantageously by generating the corresponding counter-vibrations compensated or at least largely reduced. To do this the determined qualitative adjustments of the main causer and the secondary polluter (s) is divided among all cylinders so that the sum of the adjustments across all 4 cylinders is the same or is almost zero. This will restore the original engine torque or the original Engine power not changed.

The amplitudes of the relevant orders represent the control deviation and are subjected to a speed and load-dependent weighting. Finally, with the help of the determined qualitative adjustments and the actual amplitudes of the relevant cylinder orders, individual, quantitative correction factors are determined. These become a controller 8th supplied, which, in the event that there is no controller limitation, influences the respective required cylinders of individual injection quantities. The regulator 8th is designed as a simple I controller in the present exemplary embodiment. However, any control device could of course also be used here which provides a control signal on the output side as a function of the determined correction values.

In addition to the functionality just described the control device according to the invention advantageously also additional functionalities on. These functionalities described below control device according to the invention can additionally or alternatively to the regulation of uneven running described above be implemented in an internal combustion engine (ESC control).

Misfire detection (Misfire Detection)

Because of the inevitable in an internal combustion engine Misfiring can occur undesirably unburned fuel get into the environment. It can also also permanent damage of exhaust gas aftertreatment systems present in modern motor vehicles, for example, the catalyst. Both have the consequence that the pollution of the environment is increased. To the greatest possible extent national and international regulations must be avoided and laws (e.g. OBD II, E-OBD), which include a facility to detect misfires prescribe for motor vehicles.

The occurrence of misfires leads to torque changes, which is, for example, in the current crankshaft speed or reflected in the current crankshaft acceleration. By means of the method according to the invention described below Is it possible, misfire to detect based on a speed signal. It is also possible to recognize which cylinders have misfires. For this is in the same way as with the motor synchronization control the speed signal is transformed into the angular frequency range. Since the adjustment of individual cylinders mainly affects the low-frequency Effects on spectral components, especially these are used for detection misfiring used.

The method according to the invention is in turn based on the evaluation of the engine speed. For example, a master wheel with preference wise equidistant angle markings on the crankshaft. The times between the individual markings on the rotating encoder wheel are detected by a sensor and then converted into speeds in the microcontroller.

This will be in equidistant angularly Samples of the crankshaft speed determined. It must be ensured that the number of angle markings is sufficiently large, so that the sampling theorem is adhered to in any case.

If there is a quasi-steady state of operation becomes a 720 ° long Section of the speed signal, which is also known as the working cycle becomes a by means of a Discrete Hartley Transformation (DHT) Subjected to spectral analysis. The speed signal is broken down into individual ones Angular frequencies separated, which for the detection of misfires serve. Because the adjustment of individual cylinders, above all, the amplitudes of vibrations that have a frequency less than is twice the engine speed in a 4-cylinder engine represent the amplitudes of the 0.5th and 1st order quantities, from which the Misfiring is present can be closed. The aforementioned orders, relevant below Called orders refer to vibrations with the frequency in each case half and single engine speed. It should be mentioned that in In the case of a 6-cylinder engine, the 1.5th order, in the case of an 8-cylinder engine, the 1.5th and the 2nd additionally Order taken into account can be. The spectral transformation applied to the speed signal generally returns complex numerical values Amplitude and phase for the respective orders are converted.

Since the calculated complex numerical values or Amplitude and Phase values due to the occurrence of always present parasitic effects - for example an encoder wheel error, an error of the mass torque, etc. - in general falsified with the help of a so-called drag correction eliminated. For this purpose, in stationary towing mode (= operating state without Injection) Measurements of the current crankshaft speed, for example carried out. The subsequent Applying the Hartley transformation advantageously provides speed-dependent correction values for the vibrations the 0.5th and 1st order. These correction values are then in the control unit stored.

The appearance of one or more at a time misfiring occurring causes the amplitudes of the relevant orders to increase sharply. The occurrence of misfiring can be determined by evaluating the amplitudes are displayed. The comparison of the amplitudes with a given one Threshold occurs in a so-called amplitude discriminator. This supplies for every work cycle makes a statement about the presence of misfires.

For example, are the amplitudes the 0.5th and 1st orders below the specified threshold, see above there is no dropout. If both lie above it, it is recognized that either one cylinder or three cylinders have a misfire. Two Misfires from neighboring cylinders are recognized if only the Amplitude of the 0.5th order over the threshold lies. Two dropouts of complementary, that is called in the firing order there are no adjacent cylinders if only the amplitude of the 1st order exceeds the threshold.

Determining which cylinders a misfire have in the block cylinder detection based on speed and load-dependent reference phases, which for the relevant orders are stored in the control unit. In connection to the determination of the reference phases, which on the engine test bench or can be done while driving, these are also a drag correction subjected. In addition, leaves result from the combination of the relevant orders of the reference phases derive a calibration factor. The measured phases of the 0.5th and 1st order are assigned to reference phases. The reference phase the 0.5th order or the respectively associated cylinder, that of the measurement phase closest to the 0.5th order then delivers the so-called primary cylinder.

Using the reference phases and the Calibration phase, a reference phase criterion is determined. Considering the respective threshold violations in the amplitude discriminator and knowledge of the primary cylinder the misfiring cylinders are identified.

Moment tracking - performance tracking

Due to the inevitable occurrence of Aging effects of the engine and especially its injection system takes the engine torque delivered by the internal combustion engine or the delivered engine power with time. This effect will Perceived as a defect, particularly in commercial vehicles, since here very much much higher Engine run times are required than for passenger vehicles. On On the one hand, replacing the engine is expensive, on the other hand it is not Commercial vehicle also for a longer one Time is up. In particular through the occurrence of manufacturing tolerances becomes a more or less strong variation in engine torque and associated with a drop in engine performance, which frequently can only be compensated for by a time-consuming band end adjustment can.

By attaching torque sensors or cylinder pressure sensors in the cylinders, the engine torque or the engine power can be determined, but this requires additional design effort. Variations in the delivered engine torque or in the delivered engine power are also reflected, for example, in the mo ment crankshaft speed or in the current crankshaft acceleration again. These can be evaluated in the engine control unit using an existing sensor.

Using the one described below inventive method Is it possible, the engine torque or engine power output based to detect from the speed signal and this by a suitable To influence or regulate the adjustment of the injection quantities.

Because the combustion energy essentially contained in excellent frequency components of the speed signal is, the speed signal is transformed into the angular frequency range. The resulting spectral components are also called orders. By evaluating the amplitude of the 2nd order vibration can with a 4-cylinder engine to the engine torque or engine power output getting closed. Alternatively, the 4th, 6th, 8th, etc. order. Accordingly, for example with a 6-cylinder engine the amplitude of the 3rd order vibration and for the 8 cylinder the amplitude of the vibration of the 4th order or the even number Multiples of the mentioned orders evaluated.

Provide the spectral components mentioned after suitable calibration, actual values for the engine torque output or the engine power output and can be requested with the engine control unit Engine torque or the respective engine power are compared. A controller is assigned to the internal combustion engine, which is controlled by varying the Injection quantity the difference between the actual engine torque and the target engine torque or between actual engine power and target engine power is minimized.

The method according to the invention is based like that Procedure described above on the evaluation of the engine speed. Again, there is an encoder wheel attached to the crankshaft with preferably equidistant Angle markings provided. The times when spinning Encoder wheel between the individual markings on the rotating encoder wheel occur, are detected by a sensor and by a microcontroller converted speeds assigned during these times. It lies with it in equidistant angularly Samples of the crankshaft speed. Here too it must be ensured that the sampling theorem is always adhered to.

If there is a quasi-steady state of operation the arithmetic mean is formed from at least two successive speed segments of length 720 ° of the crankshaft. This is done to avoid cyclical fluctuations resulting from uneven combustion originate, to eliminate.

In the following process step the average speed signal (period 720 ° crankshaft) using a Discrete Hartley Transformation (DHT) subjected to spectral analysis. The speed signal is separated into individual angular frequencies, the torque information in the method according to the invention from the amplitude of the 2nd order vibration (= vibrations with the frequency of the engine speed) is generated. The on that Spectral transformation applied speed signal generally provides complex numerical values, which are converted into magnitude or amplitude and phase become.

Since the calculated complex numerical values or Amplitude and Phase values due to the occurrence of typically existing ones parasitic Effects (e.g. encoder wheel errors, mass moments, etc.) in general falsified are corrected using a correction device (e.g. drag correction) eliminated. For this purpose, in stationary towing mode (= operating state without injection) measurements, for example, of the current crankshaft speed carried out. The subsequent one Applying the Hartley transform provides speed-dependent Correction values for the 2nd order vibration. These correction values are in the control unit stored.

Since the amplitude of the 2nd order, which is a measure of the delivered Engine torque or the engine power output is at a fixed speed with a reference motor, the load can rise strictly monotonously recorded and speed-dependent are stored in a characteristic field. This characteristic field serves then as a reference for determining the actual engine torque or the actual engine power.

Additionally or alternatively a calculation of the actual engine torque or the actual engine power can also be carried out analytically.

Through a subsequent control system the difference between the target engine torque requested by the engine control unit and the actual present actual engine torque detected and minimized by varying the injection quantity. If necessary, before working through the presented method also an equalization of the speed strokes by means of a so-called Engine synchronization control (ESC: Engine Smoothness Control).

The above embodiments have been shown using an internal combustion engine with four cylinders. The However, the invention is not exclusively for such internal combustion engines limited, but lets self-evident at suitable, for the obvious adjustments to internal combustion engines expand with more or less than four cylinders.

The above exemplary embodiments of the invention have been described using a Hartley transformation. However, the invention can be very can also be used very advantageously with a suitable modification with the aid of another transformation, for example a Fast Fourier Transformation (FFT), a Discrete Fourier Transformation (DFT) or the like, although the invention is most advantageous and therefore most suitable in the case of a Hartley transformation ,

In the above embodiments arithmetic averaging is carried out. The invention however, don't be exclusive limited to but lets is also very advantageous for geometric averaging or the like.

In summary it can be stated be that under the control device as described Using the Hartley transformation in complete departure from previously known Solutions very elegant way however nevertheless very simple way a regulation of the operating mode of the internal combustion engine can be implemented is.

The present invention has been accomplished the foregoing description so illustrated the principle of To explain the invention and its practical application as best as possible, however let yourself the invention with a suitable modification of course in diverse other embodiments realize.

1

Internal combustion engine in a motor vehicle

2

Regulating device.

3

Facility for signal sampling

4

Facility for arithmetic averaging

5

Facility for frequency analysis

6

corrector to correct the frequency an

parts

7

Facility for cylinder classification

71

medium for reference phase generation

72

medium for reference phase calibration

73

medium for reference phase selection

74

Facility with predefined evaluation criteria

75

unit to determine the main cause

and or Secondary cause of a fault or egg

ner deviation

76

unit to determine the qualitative and / or

quantitative Verstellmaße

8th

(I-) controller

Claims (23)

Control procedure for regulating the mode of operation of a Internal combustion engine in which a control device is a device for signal sampling, a device arranged downstream for frequency analysis and a downstream device for cylinder classification, in which a speed signal is first determined and then the speed signal is transformed into an angular frequency range, whereby the transformation takes place by means of a Hartley transformation. A method according to claim 1, characterized in that a Engine synchronization control is carried out in which the uneven running is detected and controlled in an internal combustion engine. Method according to one of the preceding claims, characterized in that that starting with a quasi-steady state of operation the formation of at least two successive speed segments an average, in particular an arithmetic average, he follows. Method according to one of the preceding claims, characterized in that that to assess the uneven running, the speed signal in individual angular frequencies (Orders) is separated. Method according to one of the preceding claims, characterized in that that parasitic effects in the calculated complex numerical values and / or the reference phases undergo a drag correction and are thus eliminated. Method according to one of the preceding claims, characterized in that that by means of the reference phases assigned to the measurement phases and the measured amplitudes and phases taking into account the respective Load and speed situation evaluation criteria are created, based on which the cylinders to be adjusted and their required Direction of adjustment can be determined. Method according to one of the preceding claims, characterized in that that misfire detection is carried out in the event of undesirable misfires is detected and corrected in an internal combustion engine. Method according to one of the preceding claims, characterized in that that for misfire detection especially low-frequency spectral components are used. Method according to one of the preceding claims, characterized in that the Detekti on the misfire takes place on the basis of speed and load-dependent reference phases, which are previously stored in a control device for the relevant orders. Method according to one of the preceding claims, characterized in that that a reference phase criterion by means of the reference phases and the calibration factor is determined and that the identification of the misfiring cylinder considering of the respective exceedances at least one threshold and knowledge of the first Cylinder takes place. Method according to one of the preceding claims, characterized in that that a moment tracking or performance tracking is made in the event of an aging-related deterioration in the engine power the internal combustion engine is detected and corrected. Method according to one of the preceding claims, characterized in that that the adjustment of the engine torque or engine power by Adjustment of the injection quantity is corrected. Method according to one of the preceding claims, characterized in that that an amplitude that is a measure of the emitted Engine torque or the engine power output, for a reference engine recorded and speed-dependent is stored in a characteristic field. Device for regulating the operating mode of an internal combustion engine of a motor vehicle by means of a method according to one of the preceding claims: - with a Device for signal sampling, - with one of the facilities for signal sampling arranged downstream device for Frequency analysis, and - With one arranged downstream of the device for frequency analysis Cylinder classification device. Device according to claim 14, characterized in that a Device for arithmetic averaging is provided. Apparatus according to claim 15, characterized in that device for arithmetic averaging between the facility for Signal sampling and the device for frequency analysis arranged is. Device according to one of claims 14 to 16, characterized in that that a device for correcting the frequency components is provided is. Apparatus according to claim 17, characterized in that the Device for correcting the frequency components between the device for frequency analysis and the device for cylinder classification is arranged. Device according to one of claims 14 to 18, characterized in that that the device for cylinder classification at least one of the has the following means: - Means for reference phase generation; - Medium for reference phase calibration; - Means for reference phase selection; - Facility to determine evaluation criteria; - Unit for determining Main cause and / or secondary cause of a fault and / or one Deviation; - Unit to determine the qualitative and / or quantitative adjustment dimensions. Device according to one of claims 14 to 19, characterized in that the device for cylinder classification a controller, in particular a I controller or a PI controller, is arranged downstream. Device according to one of claims 14 to 20, characterized in that that a device for misfire detection is provided. Device according to one of claims 14 to 20, characterized in that that a device for torque tracking or for power tracking is provided is. Internal combustion engine in a motor vehicle with at least one Cylinder and with at least one engine control, at least a motor control device according to one of claims 14 to 22 has.